Aircraft Arrival procedure

The transfer of responsibility for control of IFR arrival from SEAHORSE APPROACH CONTROL OFFICE to AERODROME CONTROL TOWER :

a) In weather VMC : when pilot has reported runway in sight or has

established visual contact;

b) In weather IMC : when aircraft has landed.

The transfer of communications of IFR arrival from SEAHORSE APPROACH CONTROL OFFICE to SHE TOWER :

a) for aircraft executing :

1) VOR approach runway 16R : when passing BTF VOR/DME (heading to final approach);

2) NDB approach runway 34L : when passing SH NDB/LOC (heading to final approach).

b) for aircraft executing visual approach : when flight crew has reported aerodrome in sight or has established visual contact.

Transfer of communications of VISUAL FLIGHT RULES arrival from SEAHORSE APPROACH CONTROL OFFICE to AERODROME CONTROL TOWER shall be effected at :

a) ECTOR, POLAR or AMBER when aircraft coming from the south, southwest or west; or

b) BURSA, COMET, CORAL or DORIN when aircraft coming from the north, northeast, east or southeast.

Note.— See again paragraph 1.2.7.3.3 on page 5.

IFR arrival which is instructed to make straight-in approach (by SEAHORSE APPROACH CONTROL OFFICE), join final approach course or ILS localizer in accordance with the standard instrument approach procedure (SIAP) of SEAHORSE AIRPORT.

Note.— On initial contact with aircraft executing instrument approach, AERODROME CONTROL TOWER need not to repeat straight-in approach clearance which has been issued by SEAHORSE APPROACH CONTROL OFFICE, except if there is a change of runway-in-use for landing due to wind condition or other reason.

IFR arrival which is instructed to make circling approach, after reaching missed approach point (MAPt) or MDH/A, whichever is latter, the following procedures shall apply :

When an aircraft executing instrument approach runway 16R and intent

to land on (see attachment 12 on page 199):

a) runway 16L : fly pass over the runway-in-use then turn right to join right downwind runway 16R climb to 2 000 feet. After reaching 2 000 feet turn right to join downwind runway 16L;

b) runway 34L : turn right to join downwind runway 34L;

c) runway 34R : fly pass over the runway-in-use then turn right to join right downwind runway 16R climb to 2 000 feet. After reaching 2 000 feet turn right to join right downwind runway 34R;

d) runway 07 : fly pass over the runway-in-use then turn right to join right downwind runway 16R and then turn left to join downwind or base leg runway 07;

e) runway 25 : fly pass over the runway-in-use then turn right to join right downwind runway 16R and then turn right to join right downwind runway 25.

When an aircraft executing instrument approach runway 34L and intent to land on (see attachment 12 on page 199) :

a) runway 16R : turn left to join right downwind runway 16R;

b) runway 16L : fly pass over the runway-in-use then turn left to join downwind runway 34L climb to 2 000 feet. After reaching 2 000 feet turn left to join downwind runway 16L;

c) runway 07 : fly pass over the runway-in-use then turn left to join downwind runway 07;

d) runway 25 : fly pass over the runway-in-use then turn right to join right downwind runway 25;

e) runway 34R : fly pass over the runway-in-use then turn left to join downwind runway 34L climb to 2 000 feet. After reaching 2 000 feet turn left to join right downwind runway 34R.

Landing clearance for IFR arrival which is executing instrument approach procedure shall only be given after the pilot has reported runway or aerodrome in sight (established visual contact).

Landing clearance shall not be given when the reported visibility (by Meteorological Observer) is less than the visibility prescribed in the standard instrument approach procedure being used. AERODROME CONTROL TOWER shall provide runway condition only and decision for landing is rest to the pilot-in-command of aircraft (see the visibility minimum at he IAP in attachment 9 and 10 on page 196 and 197).

An aircraft may be cleared to land when there is reasonable assurance that the separation prescribed in 1.20.5 will exist when the aircraft crosses the runway threshold, provided that a clearance to land shall not be issued until a preceding landing aircraft has crossed the runway threshold. To reduce the potential for misunderstanding, the landing clearance shall include the designator of the landing runway.

When necessary or desirable in order to expedite traffic, a landing aircraft may be requested to:

a) hold short of an intersecting runway after landing;

b) land beyond the touchdown zone of the runway;

c) vacate the runway at a specified exit taxiway;

d) expedite vacating the runway.

In requesting a landing aircraft to perform a specific landing and/or roll- out manoeuvre, the type of aircraft, runway length, location of exit taxiways, reported braking action on runway and taxiway (as listed in table 1 on page 26), and prevailing meteorological conditions shall be considered. A HEAVY aircraft shall not be requested to land beyond the touchdown zone of a runway.

When necessary or desirable, e.g. due to low visibility conditions, a landing or a taxiing aircraft may be instructed to report when a runway has been vacated. The report shall be made when the entire aircraft is beyond the relevant runway-holding position marking.

Table 1

Braking action category

VISUAL FLIGHT RULES arrival (either incoming from point ALPHA or BRAVO) should be instructed join downwind (left/right) at circuit altitude. In case arrival is instructed to proceed to or via overhead station, the arriving aircraft shall maintain 2 000 ft. until overhead then turn (left/right) to join the circuit (as applicable for the runway-in-use).

For the purpose of providing separation, orbit, extend circuit etc., may be exercised provided that all turns shall be effected away from overhead aerodrome.

Arrival which cannot be instructed to join traffic circuit (due to traffic density), may be held over point ALPHA or BRAVO visually.

There is no mandatory direction which traffic must join the circuit. However, any deviation from the normal circuit must be coordinated with SEAHORSE APPROACH CONTROL OFFICE.

For pilot who is not familiar with the aerodrome or who is flying into the airport for the firs time, AERODROME CONTROL TOWER shall initially clear the aircraft to overhead for the pilot to positively identify the layout of airport then issue subsequent clearance.